Apparatus for controlling movement of vehicles on railroads



5 Sheets-Sheet 1 AT RNEYS.

F. J. SPRAGUE Filed April 12.. 1927 y [NI/EN OR.

Sept. 6, 1932.

APPARATUS FOR CONTROLLING MOVEMENT OF VEHICLES ON RAILROADS sept. 6, 1932. l F. J, SPRAGUE 1,876,032

APPARATUS FOR CONTROLLING MOVEMENT OF VEHICLES ON RAILROADS Filed April 12. 1927 5 Sheets-Sheet 2 SEQ WCE' A TTOR/V/SYS.

F. J. SPRAGUE 1,876,032

Filed April l2. 1927 5 Sheets-Sheet 3 '&Q-.N-

APPARATUS FOR CONTROLLING MOVEMENT OF VEHICLES ON RAILROADS Sept.

NVEN'TO.

ATTZRNEYS.

F. J. SPRAGUE Sept.

APPARATUS FOR CONTROLLING MOVEMENT 0F VEHICLES 0N RAILROADS 1927 5 Sheets-Sheet 4 Filed April 12 Ar ORNEYS. l

Sept. 6, 1932. F. J. sPRAGUE APPARATUS FOR- CONTROLLING MOVEMENT OF VEHICLES ON RILROADS Filed April 12. 1927 5 Sheets-Sheet 5 INVENTOR.

Patented Sept. 6, 1932 t J- @essere @RNs-rf as?, Assieme TQ Srs-,ecus Costante steunt mercenarios, or naw Yoan, N. Y.; A GGBPOPM1O-EQF VIRGINIA iirPARA'ros son ,con'inoiiiiinc ,Movnivinii'i' or vnniciins loir niirtnoiins i v' Application iled April 12, 192?. Serial No. 183,193.

My inventon relates Ato an improvement in automatic train .control systems, and particularly to the ifea-tures known as forestalling and resetting, the former being fan operation .bywliicgh the engineerniaby the performance of suit-able manual `act,preventtlie coiniiigon of an automaticbrake application,-

situated at such inconvenient ,point as Will require the train to be stoppedbefore it ,can be used, so as to prevent release of brakes,-

applied in response to a track initiatediin@ pulse, before the train'has come gtorest, al-

thoughisoinetimes thisfreset switch is madeA inconvenient but possibly accessible when moving at slow speeds. s Y

To placesoine restriction uponthe act of torestalling, which unless limited by the, c011- dition that a train, must be actually braked or has had its speed reduced to somepredetermined rate-although present kpractice and rules actuallyl permit forestalling at any speed and' without any pre-application of the brakes-.it has been proposed to limit the time period in which the engineer may orestall an automatic brakeV application when receiving `a track impulse.` This is donein certain electrically controlled systems by c011- necting a orestalling switch and circuitsy so that after manual operation of the switch by the engi-neer the' orestalling circuit Will be closed, and the essential 'circuit Will be maintained for only a limited time, themove= ment ot the switch handle initiating a motive `force Which after a short interval Will open .the essential circuit, just-as the pilot clrcuits are made and opened in my Letters- ??atent No., 660,055, onthe multipleunit sys--l tem of train control.

,iVith this arrangement, the engineer, on' 0 approaching astop indication point Within 'smv-Sheds land @nf testles' 0r insti4 a distance less than he `Will cover iira--pref determined time, which Vmay 'be anything from a hundred to a thousand feet or finoie, according tov the speed of a train,moveshis switch to the forestallng position, closes the forestalling circuit and initiates the motive.. force, which will lopen the .essentialcircuit automatically in a predetermineditimevsay. l5 seconds. tion point, if he returns the switchfto .the normal position Within' the time periodtliere will be no automatic braking, .althoughvsome part of the equipment may be responsive.`

But if the switch is heldin the fore'stallng position for longer than the time period the l brakes Will come on.

Thusthere 'are three conditions in which the automatic brake application may takeV place as a result of passing astop indication point. First, it the ,engineer does nothing; second, ifhe `forestalls too soon; andyinlly, if he holds on too long. Anyoi'thesey conditions niaypossibly act adversely ,astre-1. gardstrain movements. 'l

With the automatic brake applicationin i eii'ect, the amount ont braking is made.. such as,

to bring the train to a stop, afterv which-.the

engineer or fireman must get downtromlthe cab, or climb out to a position diiicult of.y accessy When the locomotive is moving, to re set the brake initiating apparatus, 'softhat the engineer may release'thev brakes-manually. Y

The main object of thus Vseparating kthe' .i

forestalling and resetting actions,andpron viding a time, limit is'to induce soniemeasure of alertness on the part of the engineer,unrder i possible penalty, and to insure that. once thel kllrelss have, actually comme automatically the trefle Shall be Stoppedbsre theengines`r` can release them. l

There are serious objections to both prac- @sa and SiDeCCa-ly ,to the lack of ction of theiusel of a forestaling 'de c'eLas well .asto the necessity for getting out of the cab to enable the brake-sto bere-leased. l y ,"lhis latter Aact cannotV .be performed at] times Without serious danger, as in tunnels, Y

ltr

After v passing the stop indicar i to passing trains and under conditionsof poor visibility. l

I desire, therefore, to pi'ovide definite limitations upon the act of forestalling, as well as upon the act of resetting, wliile the timing mechanismvfor 'opening the -forestalliiig cir-l cuit may 'beYomittedentirely. f I plan-falso,`

to combine in a single mechanism-operated in the cab-boththe forestalling and resetting operations, and for compelling, under` possible penalty, acknowledgment of the receipt of a brake initiating impulse from the track. This meliaiiisiii may conveniently be referred to as an acknowledging device. y, y

My invention will conduce to safety and convenience, and eliminate delays, while making it possible to impose upon the engineer such precautionary conditions as are essential to safe operation and the maintenance of the fundamentals of automatic train control systems.

The accompanying drawings and specilication illustrate my invention as applied to a system of automatic train control which cooperates with the usual type of air brake equipment in whole or in part. It is of course applicable not only to vehicles propelled Yby steam but to vehicles otherwise propelled.

Y It should be noted that the mechanic, electric and pneumatic devices shown in these drawings serve merely to Villustrate the nature of the invention, and thus do not limit it to the construction shown.

. In the4 accompanying Ydrawings which form a part. of this application- Figure l is a diagrammatic View of electric and pneumatic train control equipment. embodying one form of my invention, wherein the pneumatic devices are shown in section.- f i f Fig. la is an enlargedsectional viewV of the supply valve Sshown in Fig. 1.

lar to Fig. l .withsome form lof theY sylphon-operated contactor Bf of Fig. ea.

Figs. 3 to 7inclusive, are diagrammatic views partly in section illustrating alterna- .tive forms of my invention.'

Fig. 8 is a diagrammatic perspective view of the rotatable contactorrmechanisin used for the acknowledging device of Figs. 1, 2, I3

'Fig'sf 8a and 8b are developments of the .ofthe rotatable contactor mechanism of the acknowledging device shown in Fig. 5.

F igs.V 9a and 9b 'are schematic side views of the rotatable contactor 106 of Fig. 9 representing with regard to the acknowledging device of Fig. 5 the relative positions of the rotatable and stationary contacts for normal and operated positions respectively.

Fig. l0 is a diagrammatic perspective view of the rotatabler contactor mechanism of the acknowledging device of Fig. 6. 1

Figs. 10a, 10b and 10c are schematic side views of the rotatable contactors of 118 and 119 of Fig. 10, Fig. 10a showing the relative position of the rotatable and stationary contacts in normal running position, Fig. 10bV an intermediate position of these contacts during operation, and Fig. 10c their final position if the handle of the device is moved to and retained in its operated position.

Taking up first an explanation of the electric-equipment and circuits of Fig. 1:- `f

Relay R represents the governing element of thel circuits. This relay is normally energized, its maintaining circuit being the following: Plus of battery H, contact A, contacts 7 6, armature 2, coil of relay R, and back tothe negative of the battery. As the maintaining circuit of relay R includes its own armature 2 it is, therefore, a stick relay which, when once deenergized, cannot` be re-energized by way of its normal maintaining circuit.

The contact A.-represents an element for lchanging the electrical condition of the governing element of theV circuits, herein illustrated as a stick relay.Y It is for convenience illustra-teclas a spring tensioned contact; It f isjintended to be controlled by track elements. In the specific illustration it is normally held against-its' cooperating contact so asA to close the maintaining circuit of relay R. yHowever, if an active application track element is passed this contact A is so `affecteda's to open the maintaining circuit of relay R at contact 7 The word active in this connection refers to the condition of the track element which is intended to initiate automatic braking and does not refer tov the inherent condition of the track element itself. The term track element is likewise employed in its broadest sense irrespective of the type of system, whether continuous or 1 intermittent, to whichv my invention is ap-v plied.V For illustrative purposes I have indicated, inja schematic way in Fig. 1b an Vintermittent inductive type of system, such y being fully describedV in my VBritish Patent 1';

#149,922,1orjmy U. S. Pate-nt blo-.1,669,165 of .Ma-y 8, .19:28. In Fig` 1'?) the track ele'- nient yis-represented by .an application .inagnetl of the compound type which consists .of apermanent magnet mprovided with neu-Y tralizing coils n. V`rThe neutralizing coils are energiaed from a battery orclear traliccon-VV dltions in which case their field neutralizes or fdeilects the iield of the-:permanent .magnet. For non-clear traiiicconditions, howf ever, the .neutralizing coils` are deenergized inwhiclrcase ',tlieflux of the `permanent magnet iseiiective and the `track element ffactive.

Y acontact lin tlienormally closed circuit of an electro-pneumatic vent valve V.

l Theniaintaining circuit of the coil 2U of the vent valve is as follows: Plus of `the .battery H, Contact 14 of'an acknowledging de= vice =F,Ystrip contact u, contact 15, coil of the vent valve, 1front contact 4 and armature 1.0i .relay R,.back.to negative of the battery.V

Contact-c1l of thel acknowledging device isnor- Inally in a position such'as is sliownlin Fig.

1 and Fig.-8a,1thusclosingfthe.circuit above referred .to-and .maintaining-the coil 20 ener' gized. s v l 1 As mentioned previously, when stick relay R ,is deenergized, as happens `when.passing over an active application track element, .it eannotfzbe-.re-energizedby way of its normal maintaining circuit, even after such traclrfelement `is .passed and contact A has assumed its normalposition ,such re-energizat1on can only take place by way of reenergizing circuits, these circuits being` governed partly by the acknowledging device F and partly-by' a .svlphon-operated contacter B.

The rotatable contactor mechanism which i' form-s the `main part of this acknowledging device is shown in Fig. 8, It consists mainly ofea shaft 109, on which is fixedlynaounted a' handle 105 'anda rotatablecontajctor 106j,fthis contactor-being main-tained in' its normal runningposition by a spring 107, this springbeing anchored -tosome suitablefxedpart illustratedby pin 108. The device may be put in operative position by movingzthe handle J105,Y

whichY is' ipreferably, associated with suitable Stops, ltlf-1edirection shownfby the arrow. Ontherotatable contacter 106 are two, metal stripcontacts :.a long strip u formingy an almo'stzclosed ring. being brokenfonly by a short insulation w,.anda shortmetal stripul opposite sto-.and shorter thanvz the insulationA fw, Vthe the receiver of `the locomotive whole' -contactor `assuming the form of a cylindrical drum. s p

In vthe 4normal position, 4as shown ini-Fig. 8a, 1contacts 141: and 15 are bridged vby strip` contact u, thus maintaining thecircuit at this point `for ,the vent valve. In theoperated position, as shown in Fig. 8b, contacts ,'14 and 15 rest on the insulatedportion fw, thus breakf ing thecircuit ofthe vent valve. However, inkthis operated .position contacts .12' and`l3 arebridgedebythe short strip contact'ul. It can be seen, that the relative position ofcoutacts uand al, issuch that they cannotbridge their respective contacts 111-15 and V1275134 simultaneously, no matterwliat -the position of the acknowledging device.

The -sylphon-operated rcontactor B" comprises a housing 84 (see Fig. 2a), in which `is y mounted 'asylphon 83 normally under equal air ,pressures inside and out.' The' lsylplion carries a capj82 to 4which is att-ached'.afstem-` 81 which slidably extends through the hous-4 ing (by means :of a substantially :air-tight bushing. 85)A Vand supports Aan insulated Vdisc contact 3; The stem 81 is surrounded .by an adjustable coil spring 8O which-abuts against the-bushing and the cap and-normally holds thedisc contact 3 .in .its lower-most position. Pneumatic connection is made with the sylphonfoperated contacter 'by-means lof pipe c whichcominunic'ates withthe chamber c4 in-` side the' sylphon,` and lpipe Zi-5 which com- Inunicates .withthe chamber 6*-4 outside the sylplion. The operation of the sylphon-Operated contacter depends upon-a differential of pressure inthe chambers c-l and -la With the set-up of equipment illustrated ign- Fig..1as will 'later be explained in detail, both chambers.are-normally supplied withair at equ-alizin'g reservoir or brake pipe pressure. In this case a reduction of the pressure 'in pipe 'b5 .andchambe'r b4 occurswhenever a brake application, manual `or automaticfoccurs.- The pressure inpipe c, and Ychamber 0.4 is reducedon manual applicationibut notV onv automatic application. Consequently, `on automatic application the contact 3 `will =be moved upf-ward,- breaking connection vbetween contacts 10 and 11. If the difference in presi sures incharnbers b4 and c4 exceeds axcerta'in predetermined value ycorresponding withy the adjustment of the spring 80, contact 3 reaches its uppermost position and bridges contacts p 8. and 9.'

Increased Sensitiveness inxthe operation of the -sylphon-operated contacter B may if desired be secured by the modifiedforin illustratedii-n Fig. 25. This 'iormfcorresponds in all respects with that illustrated in Fig. 2a except in the in -ter-position` of a Vcomparatively weal spring 80 between-on`e lendof the spring@ and its corresponding abutment herein shown asV the bushing 85. A stop collar 86A isillustrated as ,supporting the spring' 80,l upon .the Vspring 80 *andy as limiting Ithe.n

leo

'acknowledging device A of contacts 8 and 9. Y

compression kof the spring 80. This arev rangement assures a movement of t-he Contact 3 upon a lesser differential of pressure in the chambers b4 and c4 than in the case ol" the` form illustrated in Fig. 2a. 'i y Still referring to 1 the pair Vof con.

tacts 10 and 11 areV in shunt to the pair of contacts 8 and 9 in a circuit of the relay R which may be referred toA either as the forestalling circuit or the reset circuit, depending upon which pairs of contacts are closed by the disc contact 3. That circuit is as follows :Positive of battery H, contacts '13 and l2 bridged by the strip contact u1 when the is ap-propriately moved as above pointed out, contacts 11 and 10 or`9 and 8 bridged by disc contact 3, the coil of relay'R, to negative battery. As forestalling may take place when contacts 10 and l 11 are bridged by disc contact 3 the circuit embracing them may be deemed a forestall` ing circuit. VAs these contacts are broken on automatic braking and the closure of contacts 8 and 9 may result therefrom the circuit em-` Y"bracing contacts 8 and 9 may be deemed a resetting'circuit, Furthermore, itwill be se'en that to forestall automatic braking -it is essential to move the acknowledging Vde-r l the current flowing from the plus side of battery -H, through both lamp Land alarm K, through back Contact 5, and armatureY` l, to

Ynegative battery. It is in response'to'these signals that the engineer is afforded an opportunity of orestalling automatic braking as in the preferred form of my invention suf-v ficient time delay is provided between the oncoming of the signal and the oncoming of the automatic brakes (a matter later to be explained) to permit orestalling of the lat-v Obviously, however, Yforestalling mayv ter. be accomplished in response to way-side signals. Y 1

The pneumatic equipment herein illustrat- Y ed is particularly designed for use in connection with the E-T Westinghouse automatic brake equipment, but it is to be understood that my invention is not limitedtoemploy-v ment with that system. Convenient reference may be made to Sprague British Patent No. 149,922 for a comparison of the E-T system with Vthat of the l/Vestinghouse equipment employing the G-G engineers valve.l It is considered that those skilled in the art are familiar with standard Westinghouse e ui mentas well as that of other companies'for instance that of the New York Air `Brake Company andV that no description of such systems need be incorporated herein, particu-'- larly in View of the descriptions contained in the Sprague British patents. Furthermore much of the pneumatic equipment herein i-llustrated follows very closely that of the' Sprague British Patent No. 149,922, and ref-f erence may be had thereto for a complete'description of the common units. I

- `The electro-pneumatic vent valve V com prises a valve 26 normally maintained closed position by the normally energized coil20 of the :electro-magnet, the lcircuit of which has been previously explained. "The n valve 26 isprovided with a'guide 28 to which. is attached a non-magnetic stem-'25 which passes loosely through the iron core 29 of the coil and through a soft iron disc armature 22 andV terminates in a shoulder 27 upon which the'v armature rests. The armature is "provided with an extension cap 23 which carries a spring 24 exerting pressure against the.y shoulder 275and thus providing properseat# ing for the valve 26.` The coil is mounted in a housing 21 of magnetic material 'closedat the bottom by a non-magnetic protective cap 16, and carrying on the top the body 28 for` the valve. The valve body cooperateswith the valve guide 28, and is provided with a port 0 to atmosphere vand with apassage way or pipe a2, normally carrying main reservoir' air as will later be seen, which terminates in the seat26 ofthe valve.

The supply vvalve `S and oily reservoir 0 form aunitin which the-supply valve, comprising a piston-actuated' slide valve, is

mounted on top` of the oil reservoir and is Y used to control the supply of mainreservoir pressure to the latter. n

The supply valve S as shown in Fig. lal comprises an appropriate body 30 which ernbodiesy the cylinder for a piston'35 and the seat for a U` shapedslide valve 37, which is seated b spring 36 and is guided and moved by the piston. A chamber a above the piston; isin communication with a chamberV g1 be-l neath the piston through a restricted orilice` 01. Thus balanced air pressures exist nrmally 'on both sides ofthe piston, these pressures being supplied through a-pipe g from the main reservoir. VA pipe al connects the chamber a with the-pipe a2 leading Ato theYA vent valve. A differential of pressure is normally maintained downwardly on the pistonA 35'by means of a suitably mounted spring 39, normally holding the piston and valve in' their lower position.

' In this positionV ofthe valve, chamber h of the oil reservoir is connected to atmosphere.. via passages h1 and h2, the cavityh3 of slide valve 37 and port 02,- andno pressure is exerted on the oil V32 contained in thereservoin.`v A screen34, baliiingrplates 33 and an oilrsupf ply! port 38 are provided in the oil reservoir.

described previously, and itis only necessary tion changed..

here to'point out `that the pressure supplied by'pip'e b5 to chamber b4 on the outside of the vsylphon is equalizing reservoir pressure, and the pressure supplied by pipe c to cham-V ber-'c4 on the inside of the sylphon is capacity4 reservoir pressure. These pressures are normally balanced. `However, in the case of an automatic brake application, due to the closingV of valve, -7 0 the pressure in chamber 04 will not reduce with the reduction off the equalizing pressure'due to the opening of the pilot valveA 61, and a difference in pressures of the amount of the equaliZing reservoir re- -duction'will be vestablished von the'two sides of the syIphOn,y causing a corresponding movelm'entofthev sylphon and thevcontact 3. It Willbe observed that originalequalitywof pressure is present in chambers b4 and c4 re-v lgardless vof thevalue ofiv initial pressure and that the differential of pressure is uniform ir.- respectiveof thhe initial pressure.y This is fofiimportance as equaliz'ing reservoir pres- V'there may beivariation in the initial pressure.

Furthermore, the operation Vof the sylphonoperated; contactor is thus rendered `linde*- pendentof feed valve adjustment. Y

In theform of my invention illustrated in lrthe pipe b is specified as leading either to the equalizing reservoir or the brake pipe. In the event that it leadsto the .brake pipe care should be taken that the brake pipe eX- `haustzbymeans of the valve 61 and port 04 is Vof suitable capacity to effect automatic braking at the'desired rate-somewhat larger `than when theequalizing reservoir is bled. I tfwill berea'dily understood that the cham bers 00 and boof the capacity charging valve, the capacity tank C and the chambers b4 and 04.7015 the-sylphon-operated contactor in being suppliedwith air from thebrake pipe rather than from the equalizing reservoir will vnot have their functions or mode of opera- General operation Under normal :conditions stick relay R2 is energized, its armatures l and 2 attracted, the acknowledging device in the position Shown l inY Figs. 1v and 8a,.the sylphon contact, in its lower-position bridging contacts l0\and 11, andy the coil 2O of ventL valveV energized.

"The normal position of the pneumatic equipment is illustrated in Fig. `l. Main reservoirair pressure is trapped inipipes al,

cl2 and chambers cel and aoby the closure of valve 26. The slide valve 37 beiiigin its lower position (Fig. la) chamber 7L is connected .to atmosphere; nok pressure `being exertedy on the driving pistons 4:8 and 4 8 the A'brake handle-53 can bejimoved by the engineer.v to any position. Withmain reservoir 'air Apressure in chamber ao, valve /"of.thelcapa city charging valve is maintained open, per1nitting communication vbetween chambers 50 and co and (the pilot valve Glbeing closed) supplying equalizing reservoiiffpressure to the capacity reservoir C andthe chamber cgt of the sylphon, chamber b4 being directly supplied withequalizing' reservoir pressure through pipes b5 and b.

Vvvhen an active application impulse is rgeceived from the track,contact' Aris attracted,

as previously described, thus *breaking the circuit ostick relay- R. De-ener'giz'ation of stick relay R'drops armatures ljand 2. Drops ping of armature' if causes deenergization of .the vent valve coil 20'opening valve QGand initiating the `nient. Armature l now makes back contact 5 and closes the circuitofgboth the visible andthe audible alarms L andV K, respectively'. "A

Warning is given to the-engineer that danger *l* operation Vof theair equipconditions are ahead, and Ythat an automatic .brake application will be effecteduiiless-preventing' vaction is taken by'hiin. -V

Assume, now, hat the engineeriisvnotfprei- Vpared toV heed such warning,

or is iiicapacitated. An automatic brake application will then occur, due to the following'ope'ration of the air equipment. AThe .valve V26 being opened, main reservoir pressure is :exhausted from chambers a and a0..4

'lhisfexhaustfromchamber ja, causes *upward Ymovement of the sup-ply va-lvepistoii and slidevalve 37 which laps port vv02 and rat the same time permits main reservoir pres- `sure to enter from' pipe g via chamber g1,

'cavity 723 and passages 71.2 and fil, tochamber /L'above the level of the oil. Thismain reservoir'pressure causes al movement of' the pistons 48, a8 and driving yoke l51,'- whieh -in its turn engages, by means of dowels, 'il

with vdriven yoke: v52 and `movestlie brake handle and the rotary valve Jfromaiiy charg-- ing position into lap position. At the saine time rod 47 presses against lever 57 and opens the pilot valve 61, and causes an eiihaust of airfi'om the equalizing reservoir 'with resulting braking. Main reservoir air is also vented throughl restricted opening 03 Vand the whistles-4l blown.' f

The exhaustv of main reservoir pressure .izing reservoir pressure,

from chamber aoof the capacity charging -valve .closes valve 70, and pressure, substantially equal to the value of the original equal- Y is trapped 1n the capacity tank C and chamber cl of the sylp'hon contractor B. Resti-tant dierential of pressureon the two sides et the sylphon183 Vcauses .the upward movement ot contact 3 andits disengaging with contacts and 11. However, when a certainV reduction of 'the .equalizing `reservoir pressure has taken Vplacas-fthe value' o'r" which is dependent Aaffected after a predetermined braking has talren place, corresponding to. an equalizing reservoir pressure reduction sufficient to move contactito its uppermost position. `Wlien 4thisfreductionlias been made the engineer lmay, by moving` the acknowledging device int-cite operative position, reenergize the stick relay R by closing' the reset circuit at contacts 12 and 13. lhen the acknowledging device is released, it is restored to its normal position by spring 107 andcloses the vent' valve circuit at contacts 14 and 15, where thispcircuit is broken 1nthe operated position of :the acknowledging device, thus completing the-circuit of and reenergizingthe coil 20 or" the vent valve V.

VBy re-energization of the vent' valveV, valve 26 isY Vclosed and main reservoir rair builds'up in chamber a, causingthe suppli valve piston Soto move to its lower position. :This causes exhaust of the main reservoir air through port 02 .and permits tree manual inoveinent'ot'the brake handle to a charging position withresultant release of the brakes.

Closingof4 valve 26 also restores the capacity charging valve D to normal, and, due to theequalization of air pressures infchambers M and c4, contact 3 is returned toits lower position. Y

Assume now that the engineeris alert and wishes to talre advantage of' the torestalling, privileges. `l/Vhen an act-ive application track element ispassed and stick relay R 1s deenergized, then on receipt of an indication given from theV audible alarm K or the visible sig-- -nal L or bot-h, the engineer moves the handle.l

'105 of the orestalling device to its operated position and immediately releases the same.

This momentarily breaks the circuit of the Vcoil 20 of the vent .valve at `contacts 1st ,and 15 and bridges the forestalllng cirlcuit of the'relay R Vat contacts 12' and 13, seeFig. 8b. The handle of the acthese cona1 and t mechanicaland magnetic lag in otherparts ac-tive ator neartheircorresponding signals, alonger-.tim'ellag maybe yustiiied.` Byfinlrnowledging' device is immediately restored to normal position by spring 107., re-

establishing 'the circuit ofthe coil .20,` at contacts-M' andl and breaking V the orestalling stalling circuit' at .contacts 12 andi`13 reen- 1 ergizes the'` stick relay `Rv causing it `toI Vraise its 'armature 1T, discontinuing the alarmsK circ-uit of the stick relay. R'l'at contactslQ and 79 Y18,see Fig.- 8a. The'bridging of theY foreandLL andy remaking thefcircuit'of `the vent:L

valvel coilQQ atcontact Ll. This circuit `being completedy at' contacts lll and. 15 bythe automatic restoration: ofi the acknowledgingvdef vice the deenergization ofthe coil'QO is but momentary; ThisV entire.` operation talres;8 0

place before the sylphon-operatedi` contacter Bis operated and while contact 3 bridges contacts 1Q and 11, as will now be explaineda.

There is atime lag between the deeenergization ot the vent valve V. and zmactual.reduc-11.85

tion in equalizing reservoir pressure necessary to operate the sylphon-operated' contacter B.. AThis time delay is due kpartlytt'o lthe factthat a certain time is necessary'to vent the air from' chamber. a, tfhroughv pi'p'esfloy heoriiice 0, and partly: to the of the equipment; e

his time lag betweenA the de-energization @0 of the vent valve and the factual reduction oivf5 equalizingreservoir pressure maybe varied from a fraction of a second to severalseconds, depending` on'l neopuirements.` Where train control is an auxiliary to. Wayside signals, I

notinore than a second or two, thereby. forcing the engineerto pay vattention to'thel Waysidesignals and not vto rely `on'- the dangerdndication otmydevice. However, Where-train control isl used Witlioutswayside signals or track` lelements are notzplaced. or rendered creasing 'the capacityof. chamber aV and using restricted orifice for port @,time-delays-.of 'l increased'aniounts canbee'asily obtained;` frs a short de-cnergization ofthe-vent valvedoes I not cause a brake. application, the breaking i o thevent'valve circuit at' contacts 141and'15, 'during the operation of' theV acknowledging device, will Abe without'brakinginfluence, provided this deviceis operated and; released A4within the provided time lag.. Thisbrealrlin l the vent valve circuit at contacts: 14 and@ 15,

Von the otherhand, .ireventstying-down the acknowledgingdevice in the operative position. 'Y

'Y Furthermore as the whistlell will?? start to blow immediat-ely uponl main reservoir air being admitted to thelchamberh"l this whistle may also serve as a orestalling signal;4 for there isv a certain time delay in the operation ot. theengineers automatic brake head; and

andthe track elementsrepeat theindicationfwo 'lo-f wy ysid'e signals at' or near which they are located, I prefer.. tomalre this timeulagr short,

in the actual bleeding of the equalizingreservoir. f Y V It hasbeen brought out above that the operation of the sylphon-operated contactor B is independent ofthe value of the initialair pressure inside and outside the sylphon 83.` 'It may be well to note the importance of this in connection with the operation of the syselement.

Y duction.

ing device F is to be employed to reset the control parts after an automatic brake application the reduction at which the resetn Vting may occur (dependent upon the closure 'out repetition herein. -may be used as shown in Fig. (later to be of contacts8 and 9 by contact 3) with permissible release of the brakes accordingly, must be measurednot only by the automatic braking (for example full service) provided by the adjustment of the spring 80 or 80"- or both, but also by the manual braking .which may be in effect when automatic braking occurs. Thus if the sylphon operated contactor is adjusted to close contacts .8 and 9`at say a differential air pressure of 20 pounds, if there is at the time of automatick braking a manual reduction say of 10 pounds the resetting ,cannot bev accomplished until the combined braking corresponds to the sum of Athese two reductions-80 pounds.

. It should also be noted that the sylphonoperated contactor may be operated by pressures other than the capacity and equalizing reservoir (or brake pipe) pressures. For instance, the pressures in the application cylinder and distributing valve release pipe maybe used. The relation of these pressures has been gone into with considerable ulness in Sprague British Patent No. 149,922 and reference is made thereto with- Ora single pressure described), where chamber 04 on the inside of the sylphon is connected by pipe Z 'toY the brake cylinder pipe of the distributing valve orto one of the brake cylinders of the engine or tender, the outsideof the sylphon being in connection with atmosphere via port 91. If other than capacity and equalizi'ng (or brake pipe pressures) are used on the two sides of the sylphon contactor in the device as shown in Fig. 1 capacity charging valve D can be omitted altogether.

. In Fig. 2, I'have illustrated means whereby g. p On the other hand when the acknowledgthe automatic braking is predetermined in `amount irrespective ofy initial equalizing reservoir or brake pipe pressure and whereby automatic braking 1s prevented by a manual braking of this kpredetermined amount'. The

electrical devices including the sylphon-oper- `ated contactor B (Figs. 2a and 2b) and circuits are identical with vthoseillustrated in Fig. v1 as above described, as is likewise the engineers automatic valve head E, supply valve S, oil tank O vandthe capacity tank C.

The valve by which predetermined automatic braking and forestalling on predetermined manual bra-king are brought about is `herein illustrated as an automatic service re- 'c duction valve G of the pistonactuate-d slide valve type which replaces the capacity charging valve D of: Fig. 1. The particular valve illustrated is that designed by Frank Desmond Sprague and incorporated in his United States application Ser. No. 675,853, filed November th, 1923, and'no specific Vclaims directed solely thereto are made herein. But it is to be understood that this selec- Ation on my part is for convenience of ready l f illustration and is not a limitation. Other valves will suggest themselves to those skilled in the art. For example', the automaticservice brake valve of my United States application Ser. No. 847,947 tiled December 31st, 1914 (corresponding with Sprague British Patent No. 18,213 of 1915), or the automatic service brake valve of my United States application, Ser. No. 315,880fled August 7th, 1919 (corresponding with Sprague British Patent No. 149,922) might be employed, and v reference is made to the said British patents for illustration and description of these valves. Both of these valves embody thek two features now under consideration. `Therefore, reservation of all claims ybroadly covering the function, operation and structure of the valve G independently of its peculiar place in my present invention and in c ommon with the kcorresponding valves in my two said United States applications is made for said applications, one or both as the case may be.

Referring nowparticularly to the service reduction valve G herein'illustrated the body of the valve is conveniently shown as integral with the housing 21 of the vent valve V.' The valve G embodies a tight fitting piston 90 on the stem of which is carried a slide valve 93 spring-pressed against its seat in the body of ythe valve. The pipe Z) which enters the chamber 6,-3 to the right of the piston connects' this chamberrwith either the equalizing reser- V voir or the brake pipe. Pressure air is normally led from this chamber to chamber'c to the left of the piston through a restricted port c1 and channel c2. The port c1 is located immediately to the right of the slide valve so as to be blanked on initial movement thereof.

The pipe c isr connected with the channel c2 and byV this means pressure air from the chamber b3 is led to the capacity tank Gand the chamber 04 on the inside of the sylphon 83. The pipe b5 is led to the' interior of the chamber b3 and pressure air therefrom thus conducted to the charnber'biL on the outside of the sylphon 83. i

The piston 90 is normally maintained in its left hand position by means of an adjustable compression spring 95. The pipe bl from the pilot valve 6l leads to a port b2'in the seat of the slide valve 93. The port b2 is located at such a distance to the right of the restricted port c1 as to assure the blanking of both ports Vinthe operated position of the slide valve, so as to permit the ldesired reduction of air from the chamber 3 as Will later be seen.

Assuming thatthe engineer is not alert or is incapacitated anddoes not take advantage of his torestalling privilege7V and that the engineers brake valve has been automatically moved to lap position and the pilot valve 6l opened Will readily be understood from the above description of the system of Fig. l), the equalizing reservoir or the brake pipe will be bled through pipe b, chamber b3, port h2, pipe l, pilot valve 6l andport 04 until such time as'the port b2 is blanked bythe slide valve. On the Vinitial drop of pressure in the chamber 53 the slide valvepmoves to cover the restricted port cl and imprisons air in the chamber 03 at substantially its initial i -independent of the initial pressureV in the equalizing reservoir or brake pipe it Will be seen that this automatic reduction and the consequent automatic braking are predetermined by the value of the spring 95, which by proper choice and adjustment is optional With'the road adopting my system; for en ample, the arrangement may be such as to assure a full service braking.

Upon the initial movement of the slide valve 93 due to the opening of the pilot valve 6l it Will now be understood that air .at its initial pressure is trapped in the'capacity tank C and the chamber c4 in the sylphonoperated contactor. t will also be apparent that air is bled from the chamber b4 of the sylphon-operated contactor through the pipe b5, chamber b3 and the port b2 until that port is blanked by the slide valve 93.

Whether or not the Acontact 3 bridges contacts 8 and 9 in the reset circuit lof theystick relay R at this point depends `upon the adequalizing reservoir reduction, the spring adj ustment should be such that at least the dii` 'erential of air pressure inside and outside the sylphon 83 required to close contacts 8 and 9 be equal to this predetermined'equalizing reservoir reduction. Or again it may be desired to adjust the automatic braking at a comparatively low value and to compel the engineer to give an additional manual braking before he can reset the Icontrol Vparts- As such manual and release his brakes. braking incurs further reduction of air pressure in chamber b3 of the service reduction valve and consequently in chamber b4 of the sylphon-operated contactor, the adjustment of the spring 80 or 80 or both may be made `such as to retard the bridging of contacts 8 and'9 until a manual braking of predetermined amount has been added to the initial automatic braking.

Upon tliebridging of contacts 8' and A9 it Will be apparent that the handle 105 of the acknowledging device if moved to operative position will complete the reset circuit ot the' stick lrelay R at `contacts l2 and 13 restoring the control part of the system and permitting releasing of the brakes. i

Assuming that the engineer is alert and desirous to forestall automatic braking7 he proceeds precisely as is set forth in respect to the form of my invention heretofore described in connection with Fig. 1- With like results except in the event of initial manual braking. y

If the engineer has applied and is holding his brakes manually on the opening of the pilot valve 6l, the consequent bleeding of air fromV chamber b3 and chamber b4; in the sylphon-operated contactor results in breaking contacts 10 and ll in the forestall-ing circuit of the stick relay `R'rendering that circuit inoperative for its intended purpose. But this does not prevent torestalling, for if the brakes have been manually applied the predetermined amount as above explained the port b2 in the body of the service reduction valve G will be closed by the slide valve 93 and theI subsequent opening of the pilot valve 61 Will be ineffective to produce braking. 'Obviously the closing of the port b2 is independent of the manner in which pressure is reduced Vin chamber [iB-' Whether initially through automatic actuation of the pilot valve 61 or initially vby manual brak-n in With reduction of pressure in the equalizing reservoir and the brake pipe.

rllhis characteristic of the service reduc'- tion' valve G, has another bearing, to wit, -in its relation to an automatic braking supple-v menting a manual braking. If the engineer has applied and is holding his brakes at the time of'autoinatic opening of the pilot valve 61 at a lesser value than that predetermined for automatic braking, the slide valve 93 will have been partially moved toward port. b2 but willV not cover that port. Automatic opening of the pilot valve 61 will thereupon figures as well as Figs. 1 and 2 are merely l tra typical and that the invention is not restricted to .thecombinations shown, other combinations being possible as by employing the elementsshown in one of the figures in place of the elementsshown in another figure and so forth. In Figs. 3, ll, 5, 6 and 7 the pneumatic equipment is for the most part not illustrated. The vent valve-V may be considered broadly as the pneumatic element initiating automatic braking. This is equally true respecting Figs. 1 and 2, for it will be apparent that the electricalequipment or Figs. 1 and 2 is not confined in its use, to the' particular pneumatic equipment there shown.

, For readinessof understanding the various modiications shown in Figs. 10, 3,4, 5, 6 and 7 in their bearing upon pneumatic train control equipment of .whatever sort it may' be Yconvenient to assume that the vent valve V is connected up and employed either withthe pneumatic equipment of Fig. 1 or that of Fig. 2. In such cases that pneumatic equipment will operate as is previously described in connection with these i'igures. Identity of parts is indicated by the employment of the same reference character as inFigs. 1 and 2, primes being added in the event of slight variations. In discussing the modifications of Figs. 10, 3, 4, 5, 6, and 7 no repetition of the descrip- .tion of the construction, practice or operation of parts already described will be made. Nor

is-it deemed necessary again to go into the inter-relation of these parts and the general operation of the system in which4 these are or may be embodied. `For all of these matters reference should be made to the foregoing detailed descriptions relating to Figs. 1 and 2 and comments concerning the same.

In Fig. 1b the pneumatic `equipment is identical with the one shown in Fig. 1, and the maintaining circuit of the stick relay R and vent valve V are identical with the circuits shown in Fig. 1. The forestalling and resettingcircuits, however,v include certain additional contacts notpresent in the correspending circuits of Fig. 1.

These. last mentioned contacts include contacts 110--111 controlled by a centrifugal speed governor. M, suitably driven inany well-known manner lfrom the wheels of the vehicle. Below a predeterminedlow speed which would usually be between 10 and' 20 miles per hour, depending on therequirements, the speed governor actuatedrcontac't 110 is held against .its rco-operating contact 111 by a suitable spring; above the predetermined speed, however, this contact is open. The contacts 110-111. `form vpartof both the forestalling and resetting circuit, neither orestalling, nor resettin being thus possible unless the train spee is below the value for which the governor is adjusted. y

There are also` provided insulated contacts 103 and 103,in the non-magnetic cap 16 oi' the vent valve V, these contacts being normally open which are bridged by an insulated contact 101 on the bottom of the extension cap 23', whenever the vent valve coil 20 is deenergized and its armature 22 dropped. The contacts 103--103 and 101 form part of both the forestalling and resetting circuits, neither forestalling nor resetting being thus possible unless the armature 22 of the vent valve has been dropped. K

In Fig. 1b 'there isalsoshown a diagrammatic way the track control which has already been described. l l

In Fig. 3 the maintaining circuit `of the stick relay R and the vent valve V are the same as in Figs. 1 and 2, but changes have been made in the forcstalling and resetting circuits. Both the forestalling and resetting circuits go through insulated contacts 103 and 103 and insulated contact 101.4 From contact 10,3 ythe forestalling circuit goes through' contacts 12 and13, identically shown in Fig. l. The reset circuit, however, is closed withoutv the operation .of the acknowledging device provided the differential of controlling air pressures in the sylphon operated contacter Bv has been suflicient to move contact 3finto its upper contacting po.- sition. I

In Fig. 4 contacts 110 yand 111 of a centrifugal speed governor M have been placed in shunt to the contacts10, 11 and 8, 9'in the respective for-estalling and reset circuits of the stick relay R of Figs. 1 and 2. This speed governor thus permits both forestalling and resetting independently ofA the sylphon-operated contact 3 if the train speed is` below the value for which the governor is adjusted and the engineer `operates thev acknowledgment device. j v v In Fig, 5 speed governor contacts 110jand 111 are in series with the contacts-10 and 11 and 8 m19 respectively in theV forestaning f`^ a port 91 to atmosphere.

readily be understood).

nere-,eea

employed in the arrangement of Figs. 1 and 2..

The acknovvledfrino` device of Fi 5 is allustrated in Figs. 9, 9a and 9?), Figs. 9 and 9a showing the normal position and Fig. 9o the operative position. A single rotatable cylindrical contacter 106 is iixedly mounted on the shaft 109. The surface of this contacter if of insulation except for the insulated metal strip u2 which as shown in Fig. 9a normally bridges contacts 14 and 15 in the circuit of the ceilof the vent valve V. lVllen the acknowledging device is moved to operative position this circuit is broken and the forestalling and resetting circuits of the stick relay R established at contacts 12 and 13A as shown in Fig. 9b.

The sylp-hon-operated contacter B of 5, as heretofore referred to, has its inside chamber c4 connected by pipe Z with the break cylinder pipe of the distributing valve or with one of the brake cylinders of the engine or tender. The outside chamber o4 has I Both chambers are therefore normally at atmospheric pressure and contact 3 maintained in bridging relation to contacts and 11 by spring'80 (or springs and 80', Figs. 2a and 2b, as will Pressure in chamber c4 is a direct function of and corresponds with that applied te the vehicle, and the dif ferenti al of'air pressure required to move the contact. 3 to bridge contact 8 and 9 new be'- lComes a differential between that pressure and atmosphere. Spring 80 or 80v should therefore be adjusted accordingly.

The relation of contacts in the forestalling and resetting circuits of the relay R in Fig. 5 is such that forestalling or resettingof the control equipment is possible only if three conditions are fulfilled: first, that the speed of the vehicle. should be below that predetermined for opening contacts an'd 111; second, that the acknowledging device should be moved to operative position with consequent closure of contacts 12 and-13; third, that the sylphon-operated contact 3 bridge either contacts 10 andi 11 or contacts ytlfie`-normal position being shown in Figs-...10J

respectively y and 10a, an intermediatepesition in Fig. '10b and the final position in Fig. 10c prier to automatic return of the device to normal. Two cylindrical contactors 119 and 118 are mounted on the shaft 109. The contacter 119 is fixed to the shaft. The contacter 118 is not rigidly fixed'to .the shaft but is connected therewith by a spiral spring 117, located within the annular space in the contacter. This spring tends 'te move thel contacter towards operative position, but normally the contacter is held in inoperativeV position by engagement of apred 121 affixed-to thecentactor 118 and projecting laterally therefrom Vwith one end of an'annular slot.

122 formed in the contacter 119. Vhen the handle 105 of the acknowledging device is manually operated the contacter 119 rotates away from the rod 121 and releasesthe centactor 118 for rotationunder the influence of its spiral spring 117. The rotation of the contacter 118 is governed by a clock-werk mechanism` 120, 'schematically indicated in Fig. 10, so that it proceeds evenly `and at a lower rate than the normal manual rotation for insulated strip contacts y2 and y1 respec-v tively. These strip contacts y2 and y1 are so positioned in respect to the stationary contacts 12, 13, 140`and 150 that electric connection between contacts 12 and 13 and between contacts 140 and 150 respectively is normall-y breken. l/Vhen the-handle 105 is moved to its operated position the strip contact y1 bridges contacts 140 and 150. At the same time contacter 118 being released starts to rotate. Shortly after the commencement of this rotation the strip contact of y2 bridges contacts 12 and 13 as shown in Fig. 10b. However, after a certain time lapse the strip v contact y2 leaves Contact 13 and the breaking of contacts 12 and 13 is again effected. It isthus only in an intermediate position ofcontactor 118 that the series bridging of contacts 12, 13,140 and 150 is brought about. The length of time that this continuesis governed by the clockwork -and is at the eptien ofr the read adopting this system. lt should be netedthat contacts 1'2 and 13, and and 150 are both normally open; and that on-completion ofrrotation of contacter 118 contacts 12 and 13 are open; further that contacts 140 and 150 are only made en complete manual `movement of the handle 105. This arrangement nulliiies the effect of operating the acknowledging device in the event of failure for any reason of the contacter 118 te move and serves as a further check in'vpreventing intended operation by tying down the handle.

The centrifugal governor M1 in Fig. Ghas.

attached te its movable head a cylindrical circuit breaker 135, the right hand surface of which is of insulation 134 andthe rleft hand f y will be surface .of conductive lmaterial 133.` yThree arushes 130, 131 and 132 are provided iiorv cooperation with theY circuit breaker 135; Brush 130 isconnocted with the plus of battery H; brush 131 a high Y speed brush in the rcircuit 0I" the coil 2O of the if'ent valve V; and brush A132 is a low speed brush in the forestalling and resetting` circuits of the stick relay @n movement to the lett of the circuit` breaker 135; by the speed governor M the insulation 134 first reaches the low speed brush 132 and then the high speed brush '131. The speeds at which the circuits controlled by these brushes are thus brokenare matters of adjustment to suit the requirements of the road adopting the system.

On examination of Fig. G it will be appar-v ent that the circuit of the coil 2O of the vent valve V differs fromthat in Figs. 1 and 2 in substituting the brush contacts 130 land 131 for the acknowledging device contacts 14 and 15. rllhus the opening of this circuit is contrcllednot only from the track by con-y tactor A, but also by the speed of the vehicle. The orestalling and rresetting circuits in Fig. 6 are as follows: plus of'battery H, brush 130, cylinder 'contact material 133,

brush 132, contacts 103, 101 and 103, con-` tacts 150, 1/1, 140, 13, y2 and, 12, contacts 11, 3 and 10 for iorestalling and 9, 3 and 3 for resetting, coil of relay R, to negative battery.

vIt isthought that with the above explanationof the changes in Fig. 6 from the modifications previouslydescribed.l the general operation of the construction and arrangement readily understood Without a detailed description. 1n brief in the absence of an application impulse romV the track the brakes y are automatically applied. by the breaking of Contact 131 whenever a predeterminedv high speed is exceeded and the brakes so appiied may be released when the train been brought down to its predetermined high speed. It, however, the train passes an active application track element when going above the predetermined high speed the circuit of the coil 20 of the vont valve V is also opened at contact i and releasingof the brakesis not possible until the control parts have Ybeen re-A set. If on passing an active application track element the train is traveling below its predel termined high speed it will receive automatic braking unless orestalled operation of the acknowledging device or by predetermined nianual application of the brakes as the may be. As the acknowledging device is only eiiective for a predetermined period it must be operated at a time to render its effectiveness (,:oincid-.entV with the breaking of contact 7, but due to the fact that the low speed brush 132 is in the eres'talling circuit it Awill be apparent that forestalling by means of theacknowledging device can only take place if the speed ofthe train on passing the active track element is no higher than vthat represented by this brush. It will `be ap- Fig. 6 with its circuit breaker, battery brush, high speed brush and low speed brush are shown, but the circuit ofthe coil 20 of the valve V includes in series with the brushesf 130' and 131 the acknowledging devicecontacts 14 and 15.V Inother words the circuit off the coil 2O in Fig. 7 is the same as in Figs. 1

and 2 except forinterposition therein or the high speed brush 131, thek bridging contact: Y 133 and battery contact 130. The forestalling and resetting. circuits of Fig. 7 are the same as in Figs. 1 and 2 except thatthe low speed brush 132 is in parallel with the orestalling 'Contact 10 and the resetting Contact 9. Thus if the spe-ed of the train is below that predetermined by the low speed contact brush 132' y i forestalling and resetting can be effected independently of the contacts 10 and 9.

A simplilied acknowledging device- F3 is shown in Fig. 7 comprising merely'a button or bridging contact 123V normally spring-retained across contact 14 and 15. When this is pressed down it breaks contacts 14 and 15 and makes Contact 12 and 13.

A pendulum device P in Fig. 7 replaces the sylphon-operated contactor B or B in previous iigures and comprises a weight 125 adjustably supported on its pendulum arm which latter is normally .retained against Contact 10 by an adjustable spring 126. The penduum arm is of conductive materialv connected with the positive pole of the battery H. This pendulum gives the measureY of the rate of deceleration and consequently of the amount of braking required to break forestalling contact 10 and to make reset contact 9, matters for determination by suitable adjustment to suit the requirements of the road adopting the system. The suggestion is made for the purposesof illustrationthat contact 10 be broken at the commencement of automatic braking and that' contact 9 bemade on full service braking. In such event assuming the `speed to be above that determined' by brush 132 forestalling by means of the acknowledging device F3 will have to be effected prior to the oncoming of the automatic brakes and resettinor cannot be effected until a full service application has been made. This action would, of course, be modified in the event that the service reduction valve G of Fig. 2 were employed in connection with this system, but that is a matter readily understood from the foregoing discussion of Fig. 2.

It will be seen that by variations oromissions inthe circuits controlled` by the sylphon contactor, the speed governor and the acknowledging device, any degree of restriction may be put upon the engineer in the exercise of functions of forestalling and resetting. Further', it should be noted that in the preferential forms, as illustrated in Figs. l, 2, 3, 4, 5, 7, 8, 8a, 8b and 9, not only is it vimpossible to have the circuit of the brake applying vent valve closed while that of the initiating relay restoring circuit is closed and Amaintained so, but the vent valve circuit is always opened as a preliminary to the closing of the relay restoring circuit, and the latter must then be broken andthe vent valve closed to make possible the forestalling of actual automatic braking 'or manual release of brakes after automatic action; also, that no timeflag element enters into the operation of these two controlling circuits, and there is no automatic opening of a circuit which has previously been manually closed.

In order to explain the nature of the invention and the functions and modes of operation of the means constituting this invention there have been shown and described several typical embodiments thereof. These have been selectedA to facilitate explanation of the invention rather than for the purpose of illustrating the specific structure and arrangement of parts necessarily employed in practice, and it should be understood that various adaptations, modifications and additions may be made without departing from the invention. As a pertinent illustration of modifications for example in the pneumatic equipments illustrated in Figs. l and 2 referred to above, although not gone into in detail, it may be desired to effect automatic braking by automatically moving the engineers valve to a braking position and to brake the train solely through the agency of the engineers valve. In such event it will be app-arent that the pilot valve 61 may be omitted. Certain terminology common in the art has been above employed, such as train, vehicle, enginee-r. Clearly these terms are not used in a limiting sense. Whether the invention is applied to a single vehicle or has its functions effective on a plurality of vehicles is immaterial and the person controlling these functions is independent of the name by which he is designated. Main reservoir air7 has beenillustrated as applied to certain features in the suggested pneumatic equipment. A broader term, for example, controlling air pressure might have been employed. Such a controlling air pressure for example is now being employed on trains comprising one or more vehicles electrically propelled from powergenerated by gas engines. A few modifications in electrical equipment have been illustrated and it is not thought necessary to give further ex- Y amples. From the forego-ing it should be understood that nol undue limitation should be deduced from the specific forms'of my in- 5 vention illustrated by that the appended claims should be construed as broadlyV as possible inview of the priorart...

.What I claim as lnew and desire to` by Letters Patent is: Y f

l. In al train control system of the intermittent inductive type, the combination of vehicle-carriedmeans and trackway devices, the vehicle-carried meansA comprising' Anormally inactive brake-setting means'which, when active, cause an automatic application of the brakes, actuation-vof the brake-setting means being initiated by an inductive impulse received from the track; an acknowledging device on the vehicle to prevent actuation of the brake-setting means on reception of the track impulse provided the device is operated prior to the actuation of the'brake-setting means, the acknowledging device permitting restoration of the brake-setting means, after their actuation, only if a predetermined amount of braking has taken place.

2. In a train control system, the com.-

bination of car-carriedy apparatusV including brake-applying means comprising an engil neers brake valve, and brake-setting means which when active cause movement of the engineers brake valve, a manually operable device which when moved from its normal to its operated position permits prevention of the actuation of the brake-setting means and the movementV of the engineers brake valve provided the brake-setting means have not been actuated and the brake valve not moved, this same device when moved into the same operated position permitting restoration of the brake-setting meansafter their actuation only if a predetermined amount Vof braking has taken place.

3. In a train control syste-m, the combination of car-carried apparatus including brakeapplying means comprising an engineers brake valve, and brake-setting means which when active cause movement ofthe engineers brake valve to a non-charging position, a manually operable device which when moved from its normal to its operated position permits prevention of the actuation of the brakesetting means and the movement of the engineers brake valve provided the brake-setting means have not been actuatedand the brake valve not moved, this same device when moved into the same operated position-permitting restoration of the brakesetting means after their actuation only if a predetermined amount of braking has taken place.

4. In a system for automatic train control, the combination oftrain-carried equipment comprising brake-applying means, two airoperated contacts, one normally closed and the other normally open,-it`being possible to close only one of the two contacts at a time, and a combined forestalling and resetting device, said device permitting, by. identical manual operation of same, the prevention of an automatic'application of the brakes provided the closed air contactV remains closed,

yand release of any automatic brake application provided the open contact Vhas been closed. Y v z. y fr f 5. In an "intermittent inductive` train ly through an air gap, car-carried apparatus in case of danger condition, car-carried appara-tus comprising brake-applying means, including kan engineers valve, said valve being forcibly moved iffan Vimpulse is received from the track .to canse an automatic application of the brakes,y an airpressure operated contactor having two contacting positions and an-intermediate non-contacting zone, a manually operable device ineffective when the air-operatedy contactor is in an intermediate non-contacting position and permitting preventionV 4of an automatic application of the brakes on receipt of impulsefrom the track if.v operated while the contacter is in one of its contacting positions, operation of said manual device also permitting a manual release ofthe brakes after an automatic application of same provided the contactor is in its othercontacting position.

` In a vehicle equipped with the usual air brake system, the combination of train controll apparatus comprising brake-setting means and a governing pressureA for the same, an air-operated contactor having two contacting positions and controlling pressure'for same, the brake-setting means being actuated by a change in said governing pressure, a manually operable deviceto allow prevention of an automatic brake applica- 40 tion, such prevention beingpossible only if the brake-setting means has remained inactive'v and no change has occurred-in the, controlling pressure of the air-operated contactor and it is in one of itscontacting positions, the manually opeiable device also permitting a release of the brakes provided a predetermined change in the-controlling pressure of the air-operated contactor has takenplace and it is in its other contacting position.

7. In an automatic vtrain control system, train-carried apparatus comprising a Asource of energy, a normally energized electroresponsiveV device, pneumatically-operated contacts and an acknowledging device, said yacknowledging device having anormal and an operated position, brake applying means active only when the electro-responsive device is `deenergized, two restoring circuits to re-energizev theelectro-responsive device, onehaving a normally closed and the other a normally open pneumatically-operated contact, each restoringv circuit being effective only ifits respective pneumatically-operated contact is closed and the acknowledging dewhich, when brought to itsV operated position, permits reenergization ofthe electroresponsive device through one of its restoring circuits provided that-the engineers brake valve has not beenmoved, andl when brought to the same operated position after an automatic brake application' permits reenergizationof the electro-responsive device through another restoring circuitprovided the Vfluidoperatedcontacts in are closed. A

9. In a train control'system, train-carried means comprising anl electro-responsive de-V vice.' normally energized, and including a maintaining circuit and restoring circuits, said maintaining circuit including a contactor which when operated causes deenergization oi" the electro-responsive device, reenergizationof said device being vpossible only through one yoif its restoring circuits, one of this restoring circuit the restoring circuits having a normally open l manually operated contact'and a normally closed air-operated contact, and the kother restoring circuit having a normally open manual contact and a normally open airoperated` contact, each restoring circuit being effective only if its manually operated contact and its air-operated Contact are simultaneously closed. Y l

l0. In an automatic train control system,

the combination of trackway devices located along the track, andvehicle-carried means infiuenced by the trackwaydevices in case of dangerous trafiic conditions, the vehiclecarried meansucomprising a normally .energized, electro-responsive device having a maintaining circuit which includes a contactor actuated when passing a danger track Y element and opening the maintaining circuit, thereby causing deenergization of the electro-responsive device, a restoring circuit for the electro-responsive device comprising a normally open pneumatically-operated contact, and a manually operable device having a normallyropen contact in thecircuit of vthe restoring circuit, and another normally' closed contact in the circuit of another electro-responsive'device, said normally closed contact Abeing opened when the normally openl contact is closed, reenergization ofthe first electro-responsive device being possible only if the pneumatically-operated contact Eli and the normally open contact. of the manu-A energized causingfan automatic` application of the brakes, reenergization of the electroresponsive device being possiblet rough one of two restoring circuits, both restoring circuits including speed operated, air-operated and manually operated contacts, said manually operated contacts being closed when the acknowledging device is operated, one of the restoring circuits being effective only before a brake application has been initiated and the other restoring circuit only after a brake application has taken eiiect.

l2. In an automatic train control system, car-carried apparatus comprising means to apply the brakes automatically, an air-pressure operated contactor having two contacting positions, a speed controlled contact, and a manually operated device which permits prevention of an automatic. application of the brakes provided; the air-pressure operated contactor is in one of its contacting positions and the speed controlled contact is closed, and also permits release of the brakes after an automatic application provided the air-pressure operated contactor is in its other contacting position.

13. In an automatic train control system, car-carried apparatus comprising means to apply the brakes automatically, an air-pres sure operated contactor having two contact ing positions, a speed controlled contact, and a manually operated device which permits prevention of an automatic application of the brakes provided the air-pressure oper'- ated contacter is :in one of its contacting positions and the speed controlled contact is closed, and also permits release of the brakes after an automatic application provided the air-pressure operated contacter is in its other contacting position, and the speed controlled contact is closed.

14. In an automatic train control system, vehicle-carried equipment including an electro-responsive device governing a second electro-responsive device, both devices normally energized, a normally closed air-oper ated contactor, and a restoring circuit capable of reenergizing the lirst electro-responsive device provided the second electro-responsive device is deenergized andthe airoperated contactor remains closed.

15. In an automatic train control system, vehicle-carried equipment including an electro-responsive device governing a second electro-responsive device, botlidevices normally energized, an acknowledging device, a normally closed pressure-operated contactor,

and a restoring circuit capable of reenergizing the i'st electro-responsive device provided the second electro-responsive device is deenergized and they acknowledging device is operated while the air-operated contactor is in a closed position'- 16. In an automatic train control system,-

vehicle-carried equipmentincluding `a controlling pressure, and a pressure-operated contactor, said contactor assuming a contact- Y ing position in case a'predetermined reduction of the controlling pressure is made, a normally energized electro-responsive device governing a second electroeres'ponsive device,

a restoring circuit forreenergizing the irst electro-responsive device eiljective only if the second electro-responsive device is deenergized, such reenergization being possible if the pressure-operated contacter is in its contacting position due to a predetermined reduction of the controlling pressure.

li'. ln an automatic train control system, train-carried apparatus comprising a normal-ly energized electro-responsive device. an acknowledging device having a normal and an operated position, brake-applying means v normally inactive and active when the electro-responsive device is deenergized, and two restoring circuits Vto reenergizeV the electrorespo-nsive device, both having pneumatically operated contacts, each restoring circuit being effective only it a second electro-responsive device controlled by the irst electroresponsive device is deenergized, said second electro-responsive device having contacts in its maintaining circuit `which are broken when the acknowledging device is moved into operated position.

18. In an automatic train control system, train-carried equipment comprising brakecontrolling means and brake-applying means, including a governing pressure, two air-operated contacts, one normally closed and the other normally open, an acknowledging device, and a normally energized electro-responsive device which, when deenergized, initiates automatic actuation of the brake-controlling means and the brake-applying means, such automatic actuation causing a predetermined reduction of the governing pressure and a fixed amount of braking, prevention of an automatic application being possible` provided the acknowledging device is operated prior tothe actuation of the brake-applying means and the closed air contact remains closed, and also permitting release of an automatic application of the brakes after said fixed amount of braking has taken place, said acknowledging device being ineffective to stop an automatic brake application when started before said fixed amount of braking has taken place.

l9fln an automatic train control system for railroads, carcarried equipment comprising normally inactive brake-setting and 

